Compression stop and waste.



PATENTED FEB. 5, 1907.

A. G. SCHUERMANN.

COMPRESSION STOP AND WASTE.

APPLIOATIOH FILED MAR. 15. 1908.

2 SHEETS-BEBE! 1.

5 6 5 5 e n f m No. 843,496. PATENTED FEB. 5, 1907. A. C. SCHUERMANN.COMPRESSION STOP AND WASTE. AFPLIGATION FILED MAR. 15. 1906.

2 SHEETS-SHEET a.

UNITED STATES PATENT OFFICE.

ANTON C. SCHUERMAN N, OF DECATUR, ILLINOIS, ASSIGNOR TO H. MUELLERMANUFACTURING COMPANY, OF DECATUR, ILLINOIS, A CORPORATION OF ILLINOIS.

Specification of Letters Patent.

Patented Feb. 5, 1907.

Application filed March 15, 1906. Serial No. 306,311.

To all whom it may concern:

Be it known that I, Ax'rox C. Soma- MANN, a resident of Decatur, in thecounty of Macon and State of Illinois, have invented a certain new anduseful Compression Stop and Waste, of which the following is aspecification.

The invention is applicable to stop and waste cocks or faucets tohydrants and to other appliances that act on the stop and waste princile.

The principal object of the invention is to avoid ope v the two valvesof a compression stop an waste at the same time, thus precluding thepossibilitv of water or other fluid bein forced through the waste bypressure on t e fluid; and another object is to insure the operation ofthe invention as an ordinary stop and waste in case the spring thatprevents the opening of both valves at once should become broken.

The invention is exemplified in the structure hereinafter described, andit is defined in the appended claims.

In the drawings forming part of this specification, Figure l is acentral section lengthwise of a sto and waste in which my invention isembodied, the main valve be shown open and the wmtevalve closed. ig.-2is a cross-section on line min Fig. 1. Fig. 3 is a central sectionlengthwise of the cock, showing both valves closed; and F' 4 is asimilar section showing the waste-v ve open and the main valve closed.

The body 1 of the cock has a valve-seat 2 and a cylindrical extension 3in axial alinementaith the valve-seat. A bonnet 4 is secured toextension 3 by means of a unionnut 5, and it has an internal shoulder4",

ainst which the waste-valve collar bears w en the waste-valve is wideopen. A packing-nut 6 is screwed onto the upper end of bonnet 4, and pac7 is interposed between the nut 6 and the bonnet. A valvestem 8 extendsthrough cap 6, paclnng 7, bonnet 4, and it is screw-threaded on itslower end to enter the internallv-screw-threaded valve-plunger 14. Ahandle 9 is secured to the upper end of the valve-stem, and avalvecollar 10 is formed on the stem between its ends. A valve-seat ring12 is provided with a flange that is held between the bonnet 4 and thebody extension 3, and a valve-seat 12 is formed on the upper surface ofthe valve-seat ring. The valve-collar 10 has a downward-presentedannular recess, and a valve-ring 11 is held in the collar in position toclose against seat 12.

The body extension 3 has a plurality of internal lengthwise grooves,preferably four, as shown at 3 in Fig. 2, and the valve-plunger has aless number of ribs 15, preferably two, which slide in grooves 3 andprevent the plunger from t A valve-disk 16 is held in the lower end ofplunger 14 by means of a screw 17, a waste-pipe l9 penetrates the bonnetabove valve-seat l2, and a 18 is inte osed between collar 10 an theupper end 0 the inner surface of the bonnet.

As shown in Fig. 1, the valve 11 rests on the valve-seat 12 and holdsthe stem from farther descent, while the screw-threads 13 are screwedinto the internal threads 14 of the valve-plunger sufliciently far toraise the upper end of t e plunger against the under side of ring 12.linder these conditions the ring 12 is clamped between the valve 10 anthe plunger, and the waste-valve is held securely closed, while the mainvalve is held positively and securely in an open ition. Vhen the mainvalve is open, t e fluid passes through the cock in an obvious manner.

When it is desired to close the main valve, the valvestem is turned in adirection to unscrew the stem from the plunger. The spring I8 holds thewaste-valve seated. The ribs 15 move down grooves 3 and hold the pl erfrom turning, and the plunger dc seen until the valve-disk 16 is incontact with seat 2, as shown in Fig. 3. To open the waste-valve, therotation of the stem is continued in a direction to unscrew the stemfrom the lunger. The contact of the main valve wit its seat preventsfarther descent of the plunger, and so the waste-valve is raised againstthe action of spring 18. When the waste-valve is raised until the collar10 contacts with shoulder 4, the main valve is held positively closedindependent of the action of the spring, and the waste-valve is ofcourse held positively opened. 'hen the waste-valve is raised from itsseat, a wastepassage is established through the mob structed grooves 33in extension 3, through valve-ring 12, and through pipe or outlet 19. Inclosing the waste-valve preparatory to and a collar 17, which are firmlyattached to the shaft by transverse pins or otherwise. Surrounding theextension 16 is an expandmg spiral spring 18, which has its inner endabutting against the collar 17 and its forward end 19 preferablyengaging an opening 20 in a The sleeve 21 in turn rests A fiber 5friction-disk 22 is preferably located between the outer face of the hub12 and the friction thrust-disk 10, though this latter is sleeve or ring21. against the portion 12 of the fan.

not absolutely essential. It seems, however,

to take part of the wear and to increase the frictional contact of thefront end of. the hub in respect to the coacting friction-disk 10.

In operation the engine is started'as usual Usuallya start-ingin anysuitable manner. crank, such as 23, is provided for that purpose, thoughother means of starting may be utilized. As stated, an explosive-enginestarts suddenly, and the fan being-fiicti'onally I held on its shaft bythe means here shown 5 and described the sudden shock to the-gearing isrelieved. Also explosive engines when-running are frequently suddenlyspeeded to a veryhigh speed. In such event the shock to the fan-gearingis relieved for the moment bythe ction arr ement; .but the fiicticfmaldrive will grsildua y take hgld until the anis runnin a at t eproperspee Attention-is directedto thefact that the driving frictionalsurfacesare so arranged that theair-pressure upon the blades of the gfan will cause a frictional thrust in addition J to that caused by theexpan -spring 18.

This tends to cause the fiictiona contact to be increased when requiredfor high speed,

but is of such extent as to permit the fan to slip welzfn tne engine isstarted or suddenly 4 Speed The construction here shown and described isfound to embody'a rinciple of operation that isfound exceeding 3'efiicient and to peri mit the use of the desirable gear-driven fanwithout its recognized disadvantages, heretofore pointed out.

Having thus described our invention. what we claim, and desire to secureby Letters Pati cut, is

1. The combination with an explosive-engine, of a fan-shaft, gearspositively connecting the engine with the fan-shaft, a fan loose on thefan-shaft, a friction-disk fast on the fan-shaft and coacting with thefan-hub for driving the fan, an expanding-spring having one end coactingwith the opposite side of the hub from the said friction-disk, and theopposite end of the spring held by a shoulder on the fan-shaft, theparts cooperating as described.

2. The combination with an explosive-enf gine, of a fan-shaft,gears.positively connecting an elongated hub loose on theshaft, afriction-disk fast on the shaftand cooperating with one side of the hubfor driving the fan, and an expandin -spring cooperating with theopposite side of the hub for the-purpose described.

3. The combination of a fan-shaft, means for driving it at differentspeeds, a fan loose f on the shaft, friction devices between the fan andits shaft for driving it, the friction devices so located that the airresistance upon the blades of the fan causes the friction to increase ordecrease according to the speed of the fan.

4. The combination-of a fan-shaft, means for driving the shaft atdifferent speeds, a fan loose upon the shaft, friction driving de-.vices between the shaft and the fan, means forcing the friction devicestogether, the friction devices being so arranged that the air resistanceto the blades of the fan will add to the frictional engagement of thefriction driving devices when the speed of the fan is increased.

-In testimony whereof we affix our signatures in presence of twowitnesses.

ALEXANDER WINTON. HAROLD B. ANDERSON. Witnesses:

H. L. Ownsxnr, 1 I. F. Ban-enemy.

mg the engine with the fan-shaft, the fan hav-

